Draft-rigging for railway-cars.



fJ. L/mboNNo-R. DRAFT mesme Pon nAlLWAY ums.

APPLIOATIOI FILED 00T. 1913.,

' Patented Feb.16,'1915;

3 SHEETS-SHEET 2.

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3 SHEETS-SHEET s.

J. F. OGONNGR,

DRAFT RIGGING FOR RAILWAY GARS.

APPLICATION FILED OCT. 9, 1913.

1N VEA/TOR. 'Of? rior. ATTORN /z/7 BY Y f- J WITNESSES m M entren srarns PATENT ermee..

JOHN F. OCONNOB, OF CHICAGO,.ILLINOIS, .SSGNOR TO WILLIAM H. IxlIEB, OF

' CHICAGO, ILLINGIS.

DRAFT-Eraclito non neILWAYoAns.

Speccation o! Letters Patent.

' Patented Feb. 16, 1915.

ppiition ined october 9, i913. semi in. 794,213.

To all whom it may concern.' y

Be it known that I, JOHN F. OQonNoR, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain` new and useful Improvement in Draft-Rigging for Railway-Cars, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming-a part of this specification.

My invention. relates to improvements in draft rigging for railway cars.

vThe obgect of my invention is to provide a draft rigging of the tandem'-v variety of strong construction and efficient operation, and one `in which the draft members are securely. bound together at the point of attachment of the draft rigging thereto.

In the drawings forming a part of this specification-Figure 1 is a side 4elevation partly in -Vertical longitudinal sections on line 1--1`of Fig. 2 of a draft rigging embodying my invention; Fig: 2 is a plan-view partly in horizontal section' on line 2-.2 of Fig.- 1; Fig. -3 is a cross section taken on line 3-3 of Fig. 1; Fig. 4 is a cross section taken on line 4 4 of Fig. 1; Fig. 5 is a de tailed view showing in elevation one of the cheek plates; Fig. 6 is a plan View of a frame; Fig. 7 is a plan View of one of the draft plates; Figs. 8, 9 and 10 illustrate a 'fmodificatiom Fig. 8 being a side elevation partly in vertical longitudinal section taken on line .8--8 of Fig. 9, Fig. 9 a plan view partly in-horiaontal section on line '9--9 of Fig. 8, and Fig. 10 an enlarged detail showing'. in perspective one of the followers.

In the drawings the numerals 11, 11 represent draft sills or parts of the car frame i to which the draft rigging is applied. vThe means, preferably the rivets 18, 18. The

draft sills, the end lsill 12, the buffer block 13, the draw-bar carry iron 14, the draw bar 15 and the yoke 16 secured to the drawbar are all parts of well known construction, and need no further description.

The cheek plates 17, 17 are oppositely arranged between tlie draft members, and are secured to said draft members by suitable cheek plates are adapted to interengage with a frame 19, hereinafter described, in preferable construction eachA of the cheek plates being provided with a plurality7 preferably two female dove-tailing mortises 20, 2O to receive, the ianges 21, 21 'of the frame 19. Each of the said niortises 2G preferably has a narrowed lateral opening, and each is open underneath to permit the insertion from below of' the flanges 21 of -the frame19 in assemblin the frame with the other parts of the dra -t rigging.

The frame 19 comprises a central connecting blocl-like member 22 having a vertical-'longitudinally extended slot 23.tliei'e in, a front connecting cross member 24 and a rear connectingcross member 2a.

The f sides,` of the frame are -formed by 'the flanges 21, there being a pair of flanges con- .necting the front cross member 21 with the intermediate cross member 22,.and another pair connectingA thel intermediate cross member 22 with the rear cross member 25, thus forming a front opening or pocket 2G and a rear opening or pocket 27. Each of .the flanges 21 dove-tails in an adjacent -mortise 20 hei'einbefore described. in preferable construction each of said flanges bcing splayed and forming a male-doi-e-tailing flange. Each'side of the intermediate cross member 22 of the frame 19 interengages'with a portion of the adjacent cheek plate, in preferable construction each cheek plate having an intermediate splayed flange 28 forming a male member adapted to enter a mortise 29 in the adjacent side of the intermediate connecting member 19 forining the female doi'e-tailing member.

.The frame 19 is adapted to be mounted Within the yoke 16, within ,which there is also mounted a pair of plates 30, 30. `The ends of the plates engage against the front and rear walls of the lateral opening 31 of the draft yoke 16, that is,.in.the particular rear ends of said plates engage against the forward face 33 o the filler block 31.1. atthe rear end of theyoke. In preferable arrange` front intermediate shoulders t ment 'the said plates 30 i arranged one above the other, cach hariiiC a l'orward inturned lug forming a shouhler Sil at its .rear face, central inturned l1 iformint."

v S andL rear intermediate shoulders Slt', and rear int-m'ned lugs 10 forming rear shtmlders -ll, thus forming a front opening or pocket 42 between the front and intermediate shoulders` and a rearopening or pocket 43 between the rear and intermediate shoulders. In preferable construction each of said plates is provided intermediate its ends and on the outer face of the intermediate lugBT with a recess L14, one of said recesses to receive the head 45 and the other of said recesses to receive the nut 4:6 off the bolt 47, which passes through a transverse perforation 4S in each of the plates, and also through the perforation 2B-in the intermediate cross member of the frame to assist in holding saidplates together. The upper plate 30 is arranged between the upper faces of the cross members of the frame and the upper limb 49 ofthe yoke 16. The lower plate 30 is arranged be-l tween the lower faces of the cross members of the frame and the lower limb 50 of l'the yoke 16. Thevvertical vdeptli'of the flanges 2,1 of the frame is in preferable construction greater than the vertical depth of the cross members connecting the same.

In ynormal posltion of the parts of the draft rigging the front and front intermediate shoulders 36 and 38 respectively of the plates 30 substantially register with the rear face of the front connecting member 24 and the forward face'of thelintermediate connecting member 2'2 ot the frame 12'), and the rear intermediate shoulders Biland the rear shoulders 41 respectively of the plates 30 substantially register with the rear fare of the intermediate cross member and the front face of the rear -cross member 25 respectively of the frame 19. In the substantially registering front pockets of the plates 30 and frame 19 is mounted a compression resisting meme-er consisting preferably of an outer spring 51 and an inner spring nested therein. In the substantially registering rear pockets of the plates 30 and the frame 19 is Inounted a compression resisting member consisting preferably ofA an outer spring. and an inner spring 541 nested therein. Front and rear tie platos 55 and 5G respectively are suitably secured to the draft members, preferably' by thelbolts 57. ln preferable construction the him-rifare of each of the plates 30 betwci-i itc mtnrned lugs thereof is shaped to conform to the contour of the springs, as illu-:tinted at the numerals 58, 58 in Fig. 3 of the drawings.

' It will bc observed that the frame l!) serves to securely tie, the dr-.nft members together through the in "engagent-:nt and connection with the rhee-r platt-s extended from the draft members. rl`he longitudimd dimension of each of the l'ront lng -IL the plates 30 is greater than the longitnf. dimension of the front cross member the 'frame 19, leaving a suitable sparc tween the front cross member l of the frame 19 and the rear fare'of the draw bar to permit the rearward movement oi" the draw bar and the plates 3l). The longitudinal dimension of the rear ings -lll the plates 3() is greater than the longitudinal dimension of the rear cross member if olt the trarne 19 to permit the forward morement of the draw bar and o f the plates 30.

On forward morrunent of the draw bar the front Set of springs is stopped at the forward end against the front cross member 2l:

of the frame 19, the rear ends of the springs benigni engagement against the trout in tcrmediate shoulders 9"' of the plates 30,

which in the forward movement of thc plates the front set of springs is in engagementv against the iront face of the intermediate cross member 22 of the frame 19, and is for# wardly engaged by the front shoulders 36- of the plates 30, which in the rearward movement of Said plates with the draw'bar and yoke rearwardly compresses thel front set of springs, 4The rear set of springs is rearwardly in engagement against the rear cross member 25 of the frame 19, and is forwardly engaged against -the `rear intermediate shouldersl of the plates 30, which in the rearward 'movement of the plates 30A rearwardly compress the rear springs.

ln the modification illustrated in Figs. 8 to 10 inclusive, of the drawings 60, 60 represent draft sills or parts of the 'car frame to which the draft rigging is applied, G1 the end sill, G2 a bulfer block, 63 the draw bar carry iron, 64, G4 tie plates, G5 the draw bar, and 66 the draft yoke secured to the draw bar. Oppositcly arranged between the draft members G0 and secured thereto are the cheek plates G7, (37 provided with front stop shoulders 68, 68, middle stop shoulders (39, 69, rear stop shouldersv 70, 70, vfront limiting stop shoulders 71, 71 and rear limiting stop shoulders 72,- 72, A frame 73 -inter engages with the middle shoulders G9 o'v the. cheek plates, and serves through sair cheek platesto tie the draft-members tot gather. The said frame consists of a block like member providedon either side with mortise 74 forming' a female member dove' he springs upon n: :md yoke, Said wtud within the iv mid frame and ifo? CHI TWitnesses ELEANOR L. NASH, WILLIAM H. HAIGHT. 

